EP3293331B1 - Charnière pour véhicule automobile - Google Patents

Charnière pour véhicule automobile Download PDF

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Publication number
EP3293331B1
EP3293331B1 EP17188360.6A EP17188360A EP3293331B1 EP 3293331 B1 EP3293331 B1 EP 3293331B1 EP 17188360 A EP17188360 A EP 17188360A EP 3293331 B1 EP3293331 B1 EP 3293331B1
Authority
EP
European Patent Office
Prior art keywords
hinge
insert
motor vehicle
locking
opening
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP17188360.6A
Other languages
German (de)
English (en)
Other versions
EP3293331A1 (fr
Inventor
Stefan Prison
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Edscha Engineering GmbH
Original Assignee
Edscha Engineering GmbH
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Filing date
Publication date
Application filed by Edscha Engineering GmbH filed Critical Edscha Engineering GmbH
Publication of EP3293331A1 publication Critical patent/EP3293331A1/fr
Application granted granted Critical
Publication of EP3293331B1 publication Critical patent/EP3293331B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
    • E05D3/00—Hinges with pins
    • E05D3/02—Hinges with pins with one pin
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
    • E05D11/00—Additional features or accessories of hinges
    • E05D11/10—Devices for preventing movement between relatively-movable hinge parts
    • E05D11/1028—Devices for preventing movement between relatively-movable hinge parts for maintaining the hinge in two or more positions, e.g. intermediate or fully open
    • E05D11/105—Devices for preventing movement between relatively-movable hinge parts for maintaining the hinge in two or more positions, e.g. intermediate or fully open the maintaining means acting perpendicularly to the pivot axis
    • E05D11/1064—Devices for preventing movement between relatively-movable hinge parts for maintaining the hinge in two or more positions, e.g. intermediate or fully open the maintaining means acting perpendicularly to the pivot axis with a coil spring perpendicular to the pivot axis
    • E05D11/1071—Devices for preventing movement between relatively-movable hinge parts for maintaining the hinge in two or more positions, e.g. intermediate or fully open the maintaining means acting perpendicularly to the pivot axis with a coil spring perpendicular to the pivot axis specially adapted for vehicles
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
    • E05D5/00—Construction of single parts, e.g. the parts for attachment
    • E05D5/02—Parts for attachment, e.g. flaps
    • E05D5/0207—Parts for attachment, e.g. flaps for attachment to vehicles
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
    • E05D5/00—Construction of single parts, e.g. the parts for attachment
    • E05D5/02—Parts for attachment, e.g. flaps
    • E05D5/04—Flat flaps
    • E05D5/043—Flat flaps specially adapted for vehicles
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
    • E05D5/00—Construction of single parts, e.g. the parts for attachment
    • E05D5/10—Pins, sockets or sleeves; Removable pins
    • E05D5/12—Securing pins in sockets, movably or not
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05D—HINGES OR SUSPENSION DEVICES FOR DOORS, WINDOWS OR WINGS
    • E05D11/00—Additional features or accessories of hinges
    • E05D11/10—Devices for preventing movement between relatively-movable hinge parts
    • E05D11/1028—Devices for preventing movement between relatively-movable hinge parts for maintaining the hinge in two or more positions, e.g. intermediate or fully open
    • E05D2011/1035—Devices for preventing movement between relatively-movable hinge parts for maintaining the hinge in two or more positions, e.g. intermediate or fully open with circumferential and evenly distributed detents around the pivot-axis
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2600/00—Mounting or coupling arrangements for elements provided for in this subclass
    • E05Y2600/60—Mounting or coupling members; Accessories therefor
    • E05Y2600/626—Plates or brackets
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05Y—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES E05D AND E05F, RELATING TO CONSTRUCTION ELEMENTS, ELECTRIC CONTROL, POWER SUPPLY, POWER SIGNAL OR TRANSMISSION, USER INTERFACES, MOUNTING OR COUPLING, DETAILS, ACCESSORIES, AUXILIARY OPERATIONS NOT OTHERWISE PROVIDED FOR, APPLICATION THEREOF
    • E05Y2900/00—Application of doors, windows, wings or fittings thereof
    • E05Y2900/50—Application of doors, windows, wings or fittings thereof for vehicles
    • E05Y2900/53—Type of wing
    • E05Y2900/531—Doors

Definitions

  • the invention relates to a motor vehicle hinge according to the preamble of claim 1 and to a method for producing a motor vehicle hinge.
  • US 2012 023 38 14 A1 describes a motor vehicle hinge comprising a first hinge half which can be fastened to one of the motor vehicle door and door frame, a second hinge half which can be fastened to the other of the motor vehicle door and door frame, and a hinge pin which connects the two hinge halves in an articulated manner, one of the two hinge halves has a support structure and an insert, the support structure and the insert being mutually fixed in a form-fitting manner by screws.
  • the support structure is formed as an L-shaped bent part made of sheet metal with a base and a leg perpendicular to the base, the insert being connectable to the base of the support structure.
  • the insert comprises a roller that is penetrated by the hinge pin and provided with a profile, which is mounted circumferentially in a rounded part of the insert and which has end positioning projections which can be inserted into the legs of the other hinge half, while positioning grooves adjoining the positioning projections Sections of the roller pass through the bearing bores lined with bearing bushes in the legs of the supporting structure and ensure an articulated connection, while the hinge pin is spaced from the bearing bushes and is attached to the other hinge half by riveting.
  • EP 0 816 610 B1 shows a motor vehicle hinge which can be used for the articulated connection of a motor vehicle door to a door frame.
  • the motor vehicle hinge has a first hinge half made of steel, which can be fastened to the door frame of the motor vehicle door, and which is articulated via a hinge pin to a second hinge half that is attached to the door is attachable, is connected.
  • the hinge has a locking device which mutually detachably fixes the two hinge halves at certain pivot angles, the locking device having an approximately cylindrical sleeve which is non-rotatably connected to the hinge pin.
  • the sleeve and a braking member are inserted into cavities recessed from the solid material of the first hinge half, the braking member defining preferred opening angles of the door with recesses or grooves provided on the circumference of the sleeve.
  • the disadvantage of the known motor vehicle hinge is the fact that the diameter of the sleeve is large in order to achieve certain pivoting angles of the motor vehicle door, so that that area of the first hinge half in which the sleeve is received has a large radius and is correspondingly far from the plane in which the hinge half is connected to the motor vehicle door frame, is spaced. Since the hinge half is a one-piece steel body, numerous machining operations are necessary in order to produce cavities such as channels and openings which enable the locking device to be integrated in the hinge half.
  • the hinge half Because of its massive design, the hinge half absorbs the forces and loads introduced by the weight of the door, but it is very heavy for this purpose. When machining the hinge half to create the cavities, a large part of the material is wasted as chip and thus as material loss. When assembling the hinge, there is a risk that the sleeve will be incorrectly attached to the hinge pin and that the recesses that define the preferred opening angles of the vehicle door will be arranged in the wrong places. Finally, the fastening means of the first hinge half are provided clearly outside of a plane normal to the contact plane through the hinge axis, so that undesirable moments arise due to the distance.
  • DE 199 53 077 A1 describes a motor vehicle hinge for connecting a motor vehicle door to a door frame, with a first and a second hinge half which can each be fastened to the motor vehicle door and the door frame and are connected to one another in an articulated manner via a hinge pin are.
  • a locking device which fixes the two hinge halves steplessly in a mutually releasable manner in at least certain pivoting angles, comprises a sleeve which is non-rotatably connected to a section of the hinge pin and whose circumference is profiled in such a way that a braking member acted upon by a spring member and which interacts with this circumference of the sleeve is different is strongly deflected and thus generates a braking torque that counteracts the opening of the door. If the sleeve is rotated together with the hinge pin by pivoting the door, this causes a rotation of the braking member about its axis.
  • the disadvantage of the known vehicle hinge is the fact that the hinge half in which the locking device is arranged is designed as a one-piece solid metal part that is heavy and the hollow spaces for arranging the components of the locking device must be machined into the tough material. The corresponding processing steps are time-consuming and costly. Due to the large diameter of the sleeve, it is also necessary to space the hinge axis relatively far away from the contact plane of the hinge half on the door frame, and also to make the area of the hinge half in which the sleeve is received correspondingly large.
  • DE 10 2009 014 084 B4 describes a motor vehicle hinge in which a first hinge half is articulated to a second hinge half by a hinge pin, the hinge halves each being attachable to one of the motor vehicle door and door frame.
  • a locking device which is arranged in one of the two hinge halves comprises a sleeve which is arranged on the hinge pin and which generates a braking force for the door with a braking member which can be advanced radially to the sleeve.
  • the sleeve is supported on the inner circumference of a cylindrical opening with a constant radius.
  • the disadvantage of the known motor vehicle hinge is, on the one hand, its high weight, to which the hinge half made of solid material with integrated locking device contributes, in which complex cavities must also be introduced in order to accommodate the locking device.
  • a particular disadvantage is the large diameter of the hinge half in the area of the sleeve received therein, which not only causes a large extension of the hinge half, but also a radial projection of the hinge half in the region of the sleeve, which is undesirable.
  • DE 10 2012 004 810 A1 shows a motor vehicle hinge for a side door, which has a first hinge half, which can be fastened to a door, and a second hinge half, which can be fastened to a door frame. Both hinge halves are articulated by a hinge pin. Both the first hinge half and the second hinge half each have a support structure made of a carbon fiber reinforced plastic and an insert made of plastic that can be pushed or injected into the respective support structure in a direction parallel to the axis of the hinge.
  • the insert has a receptacle for a threaded bushing, the support structure has an opening at the location of the receptacle for the threaded bushing.
  • the insert is fixed in the supporting structure by means of a screw which is screwed into the threaded bushing.
  • the first hinge part is also attached to the body.
  • the inserts can be fixed to the respective support structure by means of a protruding rib.
  • the hinge pin has a corrugation at one end so that it fixes in a receptacle in the first hinge half.
  • the locking device has a braking member connected to the hinge pin, which is pretensioned against a locking segment formed on an inner circumference with locking marks.
  • a motor vehicle hinge comprising a first hinge half which can be fastened to one of the motor vehicle door and door frame, a second hinge half which can be fastened to the other of the motor vehicle door and door frame, and a hinge pin which connects the two hinge halves in an articulated manner, wherein at least one of the two hinge halves has a support structure and an insert, the support structure and the insert being mutually fixed.
  • the hinge pin is mounted on at least one eye of the support structure.
  • the support structure and the insert have a different density, so that overall a part that is lighter than a solid part is created.
  • the support structure is formed as an L-shaped or U-shaped bent part made of sheet metal and has a base and at least one, preferably two, legs perpendicular to the base. The bent part thus forms a frame that surrounds the insert and into which the insert can be pushed.
  • the insert can be pushed into the support structure in the direction of the base of the support structure, thereby ensuring simple assembly.
  • the support structure preferably has a latching means which penetrates into a recess in the insert and clips the insert onto the support structure. This provides a form-fitting fixation that fixes the insert and the support structure to one another for the further assembly of the hinge.
  • the motor vehicle hinge preferably comprises a locking device which acts in the insert, that is to say is at least predominantly accommodated therein.
  • the locking device fixes the two hinge halves in a mutually releasable manner in at least certain pivot angles.
  • This can be a locking locking device which provides preferred holding brackets in which a spring member is relatively relaxed in that a braking member engages therein.
  • This can also be a stepless locking device, depending on the set Profiling generates different braking torques in the corresponding opening angle.
  • the locking device can also be a device which secures the pivoting movement of the door by means of a uniform braking torque against striking by gusts of wind. Combinations of the versions mentioned are also possible.
  • the installation of the locking device which is complex in terms of volume, is essentially brought about by the use, while the absorption of the loads, which is essentially characterized by the weight of the door introduced into the hinge half and the introduction of the weight of the hinge into the door frame or the motor vehicle door, is achieved by the Support structure takes place.
  • the use that only has to absorb low loads, such as guiding or storing components of the locking device, can be made of a lightweight, less expensive and, in particular, easier or even impossible to process material, while the weight and volume of the support structure on the to be accommodated Weight force can be interpreted and is therefore not oversized. This results in a considerable saving in weight, which reduces the weight of the vehicle and its fuel consumption accordingly.
  • the support structure is preferably designed as a metal part, while the insert is designed as a plastic part. Both materials have favorable properties in terms of formability, manufacturability and weight for the specific requirements, so that the resulting motor vehicle hinge is sufficiently stable to absorb the loads and is nevertheless not overdimensioned.
  • the use is positively fixed on the supporting structure.
  • the hinge half can be produced in that the support structure consists of one or more metal parts, which are encapsulated with plastic in an injection mold, or from a plastic part in which the support structure is inserted in one or more parts in corresponding guides.
  • the at least one leg is preferably penetrated by the hinge pin, so that the hinge pin is mounted on the support structure and forces and loads are thus also at least predominantly introduced into the support structure.
  • the base of the bent part is assigned to the door frame, or alternatively also to the door, and accordingly has at least one opening for attachment to the corresponding door arrangement part, motor vehicle door or motor vehicle door frame. Threaded rods, rivets, bolts, screws or the like come into consideration as fastening means. For later disposal, the insert and the bent part are easier to separate than components overmolded with plastic, so that simple recycling is possible after separation.
  • the insert in several parts, but it is preferably made in one piece, which is easily possible in the injection molding process or by casting. If blind holes, undercuts or the like are to be provided in the insert, it can be assembled from two halves, for example divided along a longitudinal axis, which are plugged together. It is also possible to create the cavities, but also the contours in which the locking device or its parts are arranged, from the solid material by machining such as milling, but it is easier to provide corresponding cores during injection molding; It should be noted here that the cores often have a very light cone for easier removal, and the corresponding cavities, for example channels or openings, then also have a light cone. If the cores are introduced from two sides, it can also be a double cone, the diameter of which decreases towards the inside.
  • the legs of the bending part in the manner of stops which limit the use in a further plane when it is pushed into the support structure and thus fix the two parts in a further direction.
  • the insert expediently has a widening at the end facing away from the base, which prevents the insert from being inserted in the wrong direction when it is automatically inserted into the support structure, for example by a robot or the like.
  • a motor vehicle hinge comprising a locking device which is arranged in one of the two hinge halves and which fixes the two hinge halves in a mutually releasable manner at at least certain pivot angles, the locking device having a locking sleeve assigned to the hinge pin and a braking member cooperating with the locking sleeve, the locking device a locking sleeve associated with the hinge pin with a radially projecting locking segment and a braking member cooperating with a peripheral surface of the locking segment, the braking member preferably being biased radially against the outer peripheral surface of the locking segment by a spring member.
  • the radially projecting locking segment advantageously provides a larger outer circumference of the locking segment, which enables a correspondingly better resolution for certain locking positions without thereby increasing the dimensions of the locking sleeve as a whole and / or the dimensions of the opening receiving the locking sleeve as a whole.
  • this can be changed by replacing the locking sleeve with the hinge otherwise unchanged, e.g. for different vehicle models.
  • the outer circumferential surface can extend over an angular range which corresponds to an opening angle of the motor vehicle door, usually approx. 75 degrees, at most 90 degrees.
  • the outer circumferential surface protrudes radially from the rest of the circumference of the locking segment in the manner of an angular segment, whereby the boundary surfaces of the angular segment that connect the outer peripheral surface to the sleeve part of the locking sleeve, at the same time Form stop for maximum and minimum opening angles.
  • the rest of the circumference of the locking segment is essentially formed as a cylindrical jacket section, which is received in a correspondingly small-sized section of the opening of the hinge half.
  • the rest of the circumference is also used for mounting in this opening to support the pivoting or rotating movement of the angular segment, but it is preferably provided that the entire circumference of the locking sleeve is spaced from the opening, and thus at most the abutment Boundary surfaces of the locking segment come into contact with parts of the opening - this avoids friction and noise development as well as an undesired change in the braking force with changing tribological parameters.
  • the angular segment which has a radius at least 20% larger than the rest of the circumference of the locking segment, a correspondingly large resolution is achieved in the area of its outer peripheral surface, whereby the opening for receiving the sleeve with the locking segment can be smaller , because the locking segment only travels over an angle which corresponds to twice the opening angle of the vehicle door and is therefore usually less than 180 degrees.
  • the critical dimension namely the distance between the contact plane of the hinge half with the door frame or the motor vehicle door and the remote end, can thus be smaller.
  • the mass of the sleeve connected to the hinge pin is less than a sleeve which completely occupies the radius of the outer circumferential surface of the locking segment.
  • the outer circumferential surface can have recesses or grooves running parallel to the hinge axis, which define preferred latching positions, but it can also have an essentially non-stepped circumferential profile in order to achieve a stepless locking of the vehicle door of a lock at a large number of opening angles.
  • the delimitation of the locking segment which is at the front in the direction of movement strikes against a stop surface of the opening, so that not only the locking device is integrated into the hinge half, but also the end stop.
  • the outer circumferential surface of the locking segment has several holding positions, for example in the form of grooves, and that the holding positions are also provided radially further outward from the circumference of the locking sleeve outside of the locking segment. This ensures, among other things, that the spring acting on the braking member is not completely relieved when it penetrates a groove in the outer circumference.
  • the reinforcement of the stop surfaces in the area of the opening in which the angle segment is received can be done by folding down a sheet metal section of the legs of the bending part, but a metal clip is expediently used which connects the two stop surfaces via a base that covers the segment. If the insert is manufactured as an injection-molded part, this can also already be injected into the insert. The base covers the segment so that the hinge pin with the attached sleeve can be pushed into the opening of the hinge half from below without the parts colliding.
  • the locking sleeve on which the locking segment is arranged is expediently made of metal such as steel, so that there is high wear resistance.
  • metal such as steel
  • it can also be a sintered part made of ceramic, the shape of which is possible close to the end contour.
  • the locking segment preferably has a central, continuous bore which enables a connection to the hinge pin.
  • the cylindrical inner circumference of the bore is expediently with a Knurling equipped, which enables the sleeve to be pressed onto a section of the hinge pin so that they are connected to one another in a rotationally fixed manner.
  • the hinge pin is rotated, the angular segment is rotated along the braking member, and a corresponding braking force is generated due to the prestressing of the braking member.
  • the insert preferably has an expediently continuous opening penetrated by the hinge pin, which makes it possible to insert the locking sleeve with the protruding locking segment axially, so that the hinge pin does not have to be divided in the area of the sleeve.
  • the opening preferably has a first section and a second section in a plane normal to the hinge axis, the circumference of the opening in the first section being closer to the hinge axis than in the second section.
  • the opening has a first section with a small radius, in which the locking sleeve is encircled, and a second section with a larger radius than the first section, in which the angular segment is arranged pivotably over an angle.
  • the first section has a smaller diameter than the second section, the second section essentially facing the stop plane of the hinge half on the door frame. This reduces the distance between the stop plane of the hinge half on a door arrangement part and the distal end of the hinge half, in which the hinge pin runs and which is also referred to as the head roller, and corresponds to less installation space required.
  • the second section of the opening is preferably dimensioned such that the locking segment is always in engagement with the brake member regardless of an opening angle of the two hinge halves, thus preventing the two parts of the locking device from spinning and thus disengaging.
  • the step between the first section and the second section of the opening can advantageously limit the pivoting angle of the locking segment.
  • a guide channel is expediently provided in the insert, in which the braking member is axially displaceable and guided, the guide channel connecting the second section of the opening to an end face of the insert facing away from the first section.
  • the axes of the guide channel and the opening are expediently arranged perpendicular to one another in order to enable the braking member to be adjusted radially.
  • the guide channel it is also possible for the guide channel to be designed as a blind hole, against the closed end of which the spring element, which pretensions the braking element, is supported.
  • a support for the end of the spring member facing away from the brake member is adjustable in its axial position in the insert in order to set the preload of the spring member and thus the braking torque achieved between the brake member and the outer circumferential surface of the locking segment.
  • the support can be adjusted in various ways, for example by providing intermediate pieces or a threaded connection, but preferably the support has an extension facing away from the spring member, which can be adjustably fixed in an opening in the support structure in order to adjust the preload of the spring .
  • the extension is also designed as a fastening means for the hinge part on the motor vehicle door or the door frame, so that the setting of the preload of the spring force is fixed with the connection of the hinge part to the corresponding door assembly part, motor vehicle door or door frame.
  • the attachment to the door arrangement part can be done, for example, by riveting one end of the extension, whereby the extension is prevented from further twisting and thus from changing the pretension of the spring member.
  • Another fastening option is to fix a threaded end of the extension with a nut or a locked nut arrangement.
  • part of the locking device is at the same time a fastening means for the hinge half on the motor vehicle door or door frame.
  • a fastening means for the hinge half on the motor vehicle door or door frame.
  • an axis of an opening for a fastening means of the one hinge half spans a plane in space with an axis of the hinge pin.
  • a fastening means which runs in the extension of the guide channel or the braking member and thus has no lateral offset and thus no moment relative to the acting load or the shortest connecting line between the hinge axis and the fastening plane, makes it possible to make the support structure somewhat less massive and thus with train less weight.
  • the area in which the extension or the fastening means is connected to the supporting structure with a somewhat greater thickness, for example by means of a passage that thickened the mass of the base of the supporting structure in the area of its opening, which is made correspondingly more stable.
  • the passage here has a diameter that is smaller than the diameter of the guide channel, but is preferably adapted to the diameter of the guide channel, so that when the insert is pushed in, the insert is additionally fixed to the support structure in an additional positive manner.
  • the extension which is also designed as a fastening means and which penetrates the base of the support structure, also fixes the insert on the support structure. It is possible, through the adjustability of the support, to provide increased or decreased braking torques for the hinge in a position that is particularly advantageous for dip painting.
  • the hinge can be temporarily fixed to the door frame with the aid of the fastening means.
  • the fastening means preferably penetrates an opening in one hinge half, and the opening is in alignment with a guide channel which accommodates at least part of the locking device.
  • the eye is preferably provided in the leg of the bent sheet metal part.
  • the eye is lined with a bushing that ensures that the hinge pin can rotate in the hinge half.
  • the hinge pin is expediently rotatably mounted in one eye of each of the two legs with a corresponding collar bushing.
  • the limb or limbs at the same time advantageously delimit the opening, which is designed as a continuous opening in the insert, axially, so that the receptacle for the locking device is advantageously encapsulated against the ingress of contaminants.
  • the hinge pin is expediently riveted on a side of the leg that faces away from the other hinge half, and this can be done directly on the collar part of the bushing designed as a collar bushing.
  • the insert and the support structure are advantageously clamped axially, so that the penetration of contaminants on the mutually facing surfaces of the legs and the insert is effectively avoided.
  • a sealing tape can be inserted between the named parts, which alternatively can also be vulcanized onto one of the surfaces of the support structure and insert.
  • An alternative locking device comprises a locking ring which is non-rotatably connected to the hinge pin and rotates with it, and a concentric cam ring which is biased by a spring against the locking ring, which have mutually facing axial surfaces and which generate a braking force when rotated together.
  • the spring can be supported directly or indirectly against the insert or support frame.
  • the vehicle hinge is expediently designed as a single-joint hinge in which one hinge half can be fixed to a first door arrangement part and the other hinge half can be fixed to the other door arrangement part.
  • a double-cone-shaped hinge half can be used in the other hinge half that is not equipped with the locking device
  • An opening can be provided into which a conical section of the hinge pin can be inserted from one side and a screw bolt having a conical area can be inserted from the other side, so that the hinge as a whole can be lifted out.
  • a hexagonal recess is provided in the other half of the hinge, into which a hexagonal section of the hinge pin with a central threaded hole for receiving a screw bolt can be inserted.
  • the other hinge provided with the double cone or the hexagonal recess can also have a support structure and an insert, for example in which the support structure provides the two conical surfaces and is also formed as a bent sheet metal part, while the insert fills the support structure and thus prevents this bends under the load.
  • the same insert or a comparable insert can be provided as for the hinge half with the locking device, but in which no locking device is provided. It is also possible to provide a locking device in both hinge halves, for example if larger opening angles than the usual approx. 80 degrees are desired, or to provide a preferred holding position for the dip painting with the additional locking device, which is no longer required during later driving.
  • the motor vehicle hinge as a multi-joint hinge, in particular a four-joint hinge, in which the actual hinge halves that are attached to the door assembly parts are connected to one another via two links. Then the handlebar drives the hinge pin, which can be fixed in one of the hinge halves on the locking device in preferred holding positions.
  • Such four-bar hinges are used, for example, in engine hoods and tailgates.
  • a method for producing a previously described motor vehicle hinge according to the invention is specified, one hinge half having a support structure and an insert, with the steps (S1) arranging a locking sleeve of a locking device in an opening of the insert; (S2) Slide the insert together with the locking sleeve into the Support structure, whereby the locking sleeve can no longer exit from the opening; and (S3) penetrating the locking sleeve and the support structure with a hinge pin.
  • the other components of the locking device are preferably also inserted into the insert before the insertion step (S2).
  • the central bore of the locking sleeve which may be circumferentially spaced from the opening, is preferably positioned so that it is aligned with the eyes of the support structure, so that the hinge pin can be inserted in one stroke and riveted at its end.
  • the locking sleeve Since the locking sleeve is pressed onto a section of the hinge pin, either a positioning aid through the eye of the support structure can keep the locking sleeve centered and act upon it; however, an auxiliary mandrel is preferred to fix one eye and the central bore of the locking sleeve mutually, the force acting on the locking sleeve for pressing in the hinge pin is transferred indirectly to the support structure, and when the hinge pin penetrates the mandrel is ejected or pulled out.
  • a hinge 1 is partially shown, which has a first hinge half 10 and a second hinge half 20, shown only schematically, the first hinge half 10 being attachable to a door frame 10a indicated by a dash-dotted line, and the second hinge half 20 to a one by a dash-dotted line indicated motor vehicle door 20a can be fastened.
  • the two hinge halves 10, 20 are articulated to one another by a hinge pin 30 which is rotatably mounted in the first hinge half 10 and which is fixed in an opening of the second hinge half 20 in a rotationally fixed manner.
  • the first hinge half 10 comprises a support structure 11 designed as a U-shaped sheet metal part and an insert 12 that can be inserted into the support structure 11.
  • the support structure 11 comprises a base 110, from which a lower leg 112 and an upper leg 114 each angled by approximately 90 degrees stick out.
  • a first opening 110a is provided, which is covered by the insert 12, and a second opening 110b, which is provided adjacent to and at a distance from the insert 12.
  • the side of the base 110 facing away from the insert 12 is placed against the contact edge of the door frame 10a, and fasteners such as screws, bolts or rivets penetrate the openings 110a, 110b, which will be explained in more detail below.
  • the support structure 11 is overall angular, with one leg of the bracket being folded in a U-shape and pointing in the direction of extension of the base 110, and the other leg of the bracket is formed by the two legs 112, 114, cf. especially too Fig. 3 .
  • legs 112 114 is angled by 90 degrees and a plane perpendicular to the legs 112, 114 and perpendicular to the base 110, a stop 112a, 114a, 112b, 114b angled by 90 degrees in front of each side, which pairs form a lateral limit for the insert 12, the stops 112a, 114a on the one hand of the insert 12 and the stops 112b, 114b on the other hand of the stop, cf. especially too Fig. 2 .
  • the insert 12 is made of a - optionally transparent or opaque - plastic in the injection molding process as a one-piece part and has a cuboid section 120 facing the base 110 and a cantilevered section 121 facing away from the base 110, which as one-piece injection molded part are formed.
  • An end face 120a of the cuboidal section 120 facing away from the cantilevered section 121 has a rounded transition 120r to the parallel upper and lower boundary surfaces 120b, 120c of the cuboidal section 120 and the cantilevered section 121 of the insert 12, which is connected to the radius between the base 110 and the legs 112, 114 is adapted.
  • the lateral boundary surfaces 120d, 120e of the cuboid section 120 are spaced such that they can be inserted between the stops 112a, 114a on the one hand and 112b, 114b on the other hand, with recesses 122 in the metal sections connecting the stops with the legs 112, 114 Insert 12 are recessed, which allow the connections to snap into place and thus enable the insert 12 to be fixed in the support structure 11 in a form-fitting manner.
  • the protruding section 121 of the insert 12 has an opening 123 which penetrates the wide delimiting surfaces 120b, 120c and which has a first section 123a which has a radius around it has indicated hinge axis A, and a second section 123b with a radius that is approx. 40-60% larger than that of the first section 123a, the first section having a slightly more than 180 degrees and the second section 123b having a slightly less than 180 degree opening angle, as from the cut representation according to Fig. 5 clearly visible.
  • a cylindrical guide channel 124 connects the end face 120a and the second section 123b of the opening 123, the guide channel 124 having a diameter which is more than half the distance between the wide boundary surfaces 120b, 120c.
  • a locking arrangement 40 is wholly or at least predominantly accommodated in the insert 12.
  • the locking arrangement 40 comprises a locking sleeve 41 with a central bore 41a and a locking segment 410 which protrudes radially over the remaining circumference 41b of the locking sleeve 41 in the manner of an angular segment.
  • the locking sleeve 41 is made of steel and has knurling in the area of its central bore 41a, which allows it to be pressed onto a section 30a of the hinge pin 30.
  • the outer circumferential surface 41b is received in the first section 123a with a radial gap
  • the locking segment 410 is received in the second section 123b with a radial gap.
  • the two legs 411, 412 of the locking segment 410 limit the pivotability of the locking sleeve 41 in the opening 123 when they strike against the planes or steps 123c, 123d directed approximately towards the hinge axis at the transition from the larger section 123b to the smaller section 123a.
  • four vertical grooves 413a are embedded in the circumferential surface 413 pointing radially outward from the axis A, which allow a preferred latching position of the braking member 42 of the locking device 40 and thus set preferred opening angles of the vehicle door 20a connected to the hinge 1.
  • the locking arrangement 40 further comprises a braking member 42, which is supported by a spring member 44 supported against a support 43 in the direction of the Opening 123 is biased in the guide channel 124, which parts 43, 44 are also accommodated in the guide channel of the insert 12.
  • a braking member 42 which is supported by a spring member 44 supported against a support 43 in the direction of the Opening 123 is biased in the guide channel 124, which parts 43, 44 are also accommodated in the guide channel of the insert 12.
  • radial O-rings 42a and 43a made of plastic are arranged in corresponding grooves 42b of the brake member 42 and 43b of the support 43 on the brake member 42 and on the support 43, respectively.
  • the braking member 42 has a centering pin 42c facing away from the opening 123, which passes through a washer 42d and penetrates the central cavity of the spring member 44 designed as a helical spring.
  • the spring member 44 is supported against a front plate of the support 43 and biases the braking member 42 in the direction of the opening 123 within the guide channel 124.
  • a steel roller 42e is inserted in a corresponding groove of the face facing the opening 123, which is adapted to the width of the groove 413a of the locking segment 410 and cooperates with it and is a preferred one
  • the open position of the hinge 1 is defined.
  • the end face of the braking member 42 facing the locking segment 410 is folded in in a V-shape along the vertically running groove for receiving the detent roller 42e, with the groove as the deepest line, as best in FIG Fig. 1 to see.
  • the braking member 42, the spring 44 and the support 43 are each formed from steel.
  • the latter On the side of the support 43 facing away from the braking member 42, the latter has an extension 43c which at least in sections has an external thread and which can be guided through the bore 110a.
  • the extension 43c projects largely beyond the contact plane of the base 110 with the door arrangement part 10a and is thus at the same time a connecting means with the door frame 10a.
  • the extension 43c can be fixed in the bore 110a along the threaded section in order to set the pretensioning force of the spring member 44 on the braking member 42.
  • Another fastening means 50 penetrates the other bore 110b.
  • the ends of the fastening means 43c, 50 each have a rivet head which can be fixed by riveting to the door frame 10a on its side facing away from the hinge half 10, whereby the setting of the support 43 is also fixed.
  • the support 43 which penetrates the guide channel 124 of the insert 12 and which is fixed to the base 110 via the extension 43c, also fixes the insert 12 and the support structure 11 together, cf. also Fig. 5 and 7th .
  • the fastening means formed by the extension 43c stands normally on the hinge axis A, so that there is no lateral offset between the plane of the hinge axis which is normal on the basis and the plane of the fastening means 43c which is normal on the basis.
  • the assembly of the hinge half 10 now takes place as follows: First, the locking sleeve 41 is arranged in the bore 123, furthermore the braking member 42 in the guide channel 124 together with the spring 44 and the support 43. Alternatively, the support 43 is fixed on the base 110 via the extension 43c in such a way that it is only slightly above the inside of the base 110 protrudes. The collar bushings 116a, 117a are inserted into the eyes 116, 117.
  • the insert 12 equipped with the corresponding parts is then inserted into the receiving space of the support structure 11, which is delimited by the legs and the base, in the final phase of the insertion movement the threaded section of the support 43 is screwed tight in the opening 110a and / or the support 43 comes into contact with the spring member 44 and a pretensioning of the braking member 42 effects in the direction of the outer peripheral surface 413 of the locking segment 410 of the locking sleeve 41 - then the metal sections snap into place the recesses 122 of the insert 12 and fix the insert 12 in a form-fitting manner on the support structure 11, from which the insert 12 can no longer easily slide out.
  • the hinge pin 30 is then passed from below through the eye 116 equipped with the collar bushing 116a, the bore 41a of the locking sleeve 41 and the eye 117 equipped with the collar bushing 117a and the protruding riveting section 30d is riveted onto the collar bushing 117a.
  • the locking sleeve 41 can be held in alignment with the eyes 116, 117 and in an angular position aligned with respect to the hexagon 30a using tools.
  • the hinge pin 30 with attached sleeve 41 With a tool that engages a hexagon 30e of the hinge pin 30, the hinge pin 30 with attached sleeve 41 is brought into an angular position which corresponds to the opening angle at which the second hinge half 20 is attached to the hexagon 30e. The hinge pin 30 is then rotated about the hinge axis A by the pivoting movement of the second hinge half 20.
  • the hinge 1 then functions like a known hinge with an integrated door locking function with reduced weight and dimensions.
  • the hinge part 10 has a U-shaped support structure 11 with two legs 112, 114. It goes without saying that an L-shaped support structure with only one leg 112 is also possible if, for example, the opening 123 is not continuous, or a cover delimits the end face of the opening facing away from the leg 112.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Hinge Accessories (AREA)
  • Hinges (AREA)

Claims (14)

  1. Charnière de véhicule automobile, comprenant
    une première moitié de charnière (10) qui peut être fixée à l'un parmi la porte de véhicule automobile (20a) et le cadre de porte (10a),
    une deuxième moitié de charnière (20) qui peut être fixée à l'autre parmi la porte de véhicule automobile (20a) et le cadre de porte (10a), et
    un axe d'articulation (30) qui relie de manière articulée les deux moitiés d'articulation (10, 20),
    au moins une (10) des deux moitiés de charnière (10, 20) comportant une structure de support (11) et un insert (12),
    la structure de support (11) et l'insert (12) étant fixés l'un à l'autre par complémentarité de formes,
    la structure de support (11) étant formée comme une pièce pliée en forme de L ou de U en tôle pourvue d'une base (110) et d'au moins une branche (112, 114) perpendiculaire à la base (110), et
    l'insert (12) pouvant être enfoncé dans la structure de support (11) en direction de la base (110) de celle-ci (11),
    l'axe de charnière (30) étant monté sur au moins un œil (116 ; 117) de la structure de support (11),
    caractérisée en ce
    que la structure de support (11) comporte un moyen d'encliquetage qui pénètre dans un évidement (122) de l'insert (12) et qui se clipse sur l'insert (12) au niveau de la structure de support (11).
  2. Charnière de véhicule automobile selon la revendication 1, caractérisée en ce que la structure de support (11) est réalisée sous la forme d'une pièce métallique, et que l'insert (12) est moulé sous la forme d'une pièce en matière synthétique.
  3. Charnière de véhicule automobile selon l'une des revendications précédentes, caractérisée en ce que l'au moins une branche (112, 114) est traversée par l'axe de charnière (30), que la base (110) comporte au moins un passage (110a ; 110b) destiné à la fixation à la porte de véhicule automobile (20a) ou au cadre de porte (10a), et que l'insert (12) est formé d'une seule pièce.
  4. Charnière de véhicule automobile selon l'une des revendications 1 à 3, caractérisée en ce que l'au moins une (10) des deux moitiés de charnière (10, 20) comprend un dispositif de verrouillage (40) qui verrouille de manière libérable les deux moitiés de charnière (10, 20) dans au moins des angles de pivotement déterminés et que le dispositif de verrouillage (40) agit dans l'insert (12).
  5. Charnière de véhicule automobile selon la revendication 4, caractérisée en ce que le dispositif de verrouillage (40) comporte un manchon de verrouillage (41) qui est associé à l'axe de charnière (30) et qui comporte un segment de verrouillage (410) faisant saillie radialement, à la manière d'un segment angulaire, du reste de la périphérie (41b) du manchon de verrouillage (41), que le dispositif de verrouillage (40) comporte un élément de freinage (42) coopérant avec le segment de verrouillage (410), que l'élément de freinage (42) est précontraint radialement contre une surface périphérique extérieure (413) du segment de verrouillage (410) par un élément à ressort (44), et que la surface périphérique extérieure (413) s'étend sur une plage angulaire qui correspond à un angle d'ouverture de la porte de véhicule automobile (20a).
  6. Charnière de véhicule automobile selon la revendication 5, caractérisée en ce que le manchon de verrouillage (41) comporte un alésage central (41a) qui permet un raccordement à l'axe de charnière (30), que lors de la rotation de l'axe de charnière (30) le segment de verrouillage (410) est mis en rotation le long de l'élément de freinage (42), que l'insert (12) comporte une ouverture traversante (123) qui est traversée au moins partiellement par l'axe de charnière (30) et qui comporte une première portion (123a) de petit rayon dans laquelle le manchon de verrouillage (41) est entouré périphériquement et une deuxième portion (123b) de grand rayon dans laquelle le segment de verrouillage (410) peut pivoter d'un angle, que l'insert (12) comporte un canal de guidage (124) dans lequel l'élément de freinage (42) est guidé axialement, et que le canal de guidage (124) relie la deuxième portion (123b) de l'ouverture (123) à un côté frontal (120a) de l'insert (12) qui est opposé à la première portion (123a) de l'ouverture (123).
  7. Charnière de véhicule automobile selon la revendication 5 ou 6, caractérisée en ce qu'un support (43), destiné à l'extrémité de l'élément à ressort (44) qui est opposée à l'élément de freinage (42), est réglable dans sa position axiale dans l'insert (12) et peut être fixé à un passage (110a) ménagé dans la structure de support (11) par le biais d'une extension (43c) opposée à l'élément à ressort (44)
  8. Charnière de véhicule automobile selon l'une des revendications 5 à 7, caractérisée en ce que la surface périphérique extérieure (413) du segment de verrouillage (410) comporte une pluralité de positions de retenue (413a), et que les positions de retenue (413a) sont également prévues radialement plus à l'extérieur par rapport à la périphérie (41b) du manchon de verrouillage (41) à l'extérieur du segment de verrouillage (410).
  9. Charnière de véhicule automobile selon l'une des revendications 5 à 8, caractérisée en ce qu'une ouverture (123) est ménagée dans la moitié de charnière (10), ouverture dans laquelle une portion de l'axe de charnière (30) et le manchon de verrouillage (41) peuvent être insérés, et que l'ouverture (123) comporte une première portion (123a) et une deuxième portion (123b) dans un plan normal à l'axe de charnière (A), la périphérie de l'ouverture (123) étant prévue pour être plus près de l'axe de charnière (A) dans la première portion (123a) que dans la deuxième portion (123b).
  10. Charnière de véhicule automobile selon l'une des revendications 4 à 9, caractérisée en ce qu'une partie (43) du dispositif de verrouillage (40) est également un moyen de fixation (43c) de la moitié de charnière (10) à la porte de véhicule automobile (20a) ou du cadre de porte (10a).
  11. Charnière de véhicule automobile selon l'une des revendications précédentes, caractérisée en ce que l'œil (116 ; 117) est garni d'une douille (116a ; 117a), que la structure de support (11) délimite axialement une ouverture traversante (123) ménagée dans l'insert (12).
  12. Charnière de véhicule automobile selon l'une des revendications 6, 9 ou 11, caractérisée en ce que l'ouverture (123) est fermée au moins partiellement à au moins une extrémité par une partie (112 ; 114) de la moitié de charnière (10).
  13. Charnière de véhicule automobile selon l'une des revendications précédentes, caractérisée en ce qu'elle est réalisée sous la forme d'une charnière à simple articulation (1).
  14. Procédé de fabrication d'une charnière de véhicule automobile selon l'une des revendications précédentes, la moitié de charnière (10) comportant une structure de support (11) et un insert (12), le procédé comprenant les étapes suivantes
    disposer un manchon de verrouillage (41) d'un dispositif de verrouillage (40) dans une ouverture (123) de l'insert (12) ;
    enfoncer l'insert (12) conjointement avec le manchon de verrouillage (41) dans la structure de support (11), de sorte que le manchon de verrouillage (41) ne puisse plus sortir de l'ouverture (123) ; et
    faire passer un axe de charnière (30) à travers le manchon de verrouillage (41) et la structure de support (11).
EP17188360.6A 2013-09-19 2014-09-18 Charnière pour véhicule automobile Not-in-force EP3293331B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE202013008268U DE202013008268U1 (de) 2013-09-19 2013-09-19 Kraftfahrzeugscharnier
PCT/DE2014/000470 WO2015039644A1 (fr) 2013-09-19 2014-09-18 Charnière pour véhicule automobile
EP14792728.9A EP3047088B1 (fr) 2013-09-19 2014-09-18 Charnière pour véhicule automobile

Related Parent Applications (2)

Application Number Title Priority Date Filing Date
EP14792728.9A Division EP3047088B1 (fr) 2013-09-19 2014-09-18 Charnière pour véhicule automobile
EP14792728.9A Division-Into EP3047088B1 (fr) 2013-09-19 2014-09-18 Charnière pour véhicule automobile

Publications (2)

Publication Number Publication Date
EP3293331A1 EP3293331A1 (fr) 2018-03-14
EP3293331B1 true EP3293331B1 (fr) 2020-12-30

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EP14792728.9A Active EP3047088B1 (fr) 2013-09-19 2014-09-18 Charnière pour véhicule automobile
EP17188360.6A Not-in-force EP3293331B1 (fr) 2013-09-19 2014-09-18 Charnière pour véhicule automobile

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Application Number Title Priority Date Filing Date
EP14792728.9A Active EP3047088B1 (fr) 2013-09-19 2014-09-18 Charnière pour véhicule automobile

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US (1) US10487552B2 (fr)
EP (2) EP3047088B1 (fr)
CN (1) CN105705716B (fr)
DE (1) DE202013008268U1 (fr)
ES (1) ES2659340T3 (fr)
RU (1) RU2675140C2 (fr)
WO (1) WO2015039644A1 (fr)

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KR102565334B1 (ko) 2018-12-10 2023-08-09 현대자동차주식회사 도어 힌지 및 그 제조방법
DE102019103997B3 (de) * 2019-02-18 2020-06-25 Rittal Gmbh & Co. Kg Scharnieranordnung für einen Schaltschrank und ein entsprechendes Verfahren
CN112196388B (zh) * 2020-10-19 2022-07-12 北京汽车股份有限公司 一种铰链及汽车
DE102023209076A1 (de) * 2023-09-19 2025-03-20 Stellantis Auto Sas Scharniervorrichtung für eine zu beschichtende Fahrzeugtür

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Also Published As

Publication number Publication date
CN105705716A (zh) 2016-06-22
ES2659340T3 (es) 2018-03-14
WO2015039644A1 (fr) 2015-03-26
US10487552B2 (en) 2019-11-26
EP3293331A1 (fr) 2018-03-14
US20160208534A1 (en) 2016-07-21
DE202013008268U1 (de) 2013-10-08
RU2675140C2 (ru) 2018-12-17
EP3047088B1 (fr) 2017-11-08
CN105705716B (zh) 2018-02-06
EP3047088A1 (fr) 2016-07-27
RU2016114892A (ru) 2017-10-23
RU2016114892A3 (fr) 2018-06-01

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